Automatic cab-signal.



No. 65|,674. Patented lune [2, I900. H. STADELMANN, JR.

AUTOMATIC CAB SIGNAL.

(Application filed Oct. 5, 1899.)

(No Model.) 4 Sheets-Sheet l.

No. 651,674 Patented lune I2, 1900.

STADELMANYN, m. AUTOMATIC CAB SIGNAL.

' (Application filed Oct. 5, 1899.)

4 Sheets-Sheet 2 (No Model.)

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No. 65,674. Patented June I2, 1900.

n. STADELMANN, .IR. AUTOMATIC CAB SIGNAL.

(Application med Oct. 5, '1899.)

4 Sheets-rSheei 3.

(N0 Modol'.)

kwm kxmww 3 N0. 65l,674. Patented June l2, I900.

H. STADELMANN, JR. AUTOMATIC CAB SIGNAL.

I (Application filed Oct. 5, i899.) o ode 4 SheetsSheet 4 ficmv. Rm 1% mYHE Noam PEYERS co. PHDYO-LITNO. wAsumamu l.

NITED STATES PATENT OFFICE.

HERMANN STADELMANN, JR., OF APOLDA, GERMANY.

AUTOMATIC CAB-SIGNAL.

SPECIFICATION. forming part of Letters Patent No. 651,674, dated June12, 1900.

' Application filed October 5, 1899.

To all whom it may concern.-

Be it known that LHERMANN STADELMANN, J r., merchant, a subject of theGrand Duke of Saxe -Wei1nar, residing at Apolda, in the Grand Duchy ofSaxe -Weimar, German Empire, have invented certain new and usefulImprovements in Switch-Point Safety-Checks for Engine-Drivers, of whichthe following is a specification.

My invention relates to improved means for automatically operatingsignal-indicators car? lied on a locomotiveengine to inform theengine-driver, when unable to see the usual signals clearly, moreespecially. in rainy or foggy weather and when at a sufficient distanceahead of the j unction or switch,whether the switch-points to be passedare correctly set.

My invention consists in the hereinafterdescribed mechanism foroperating the signal-indicators both by an electric circuit and bymechanical means, so that in the event of failure of one of the twoarrangements the other will operate the proper indicator, thus affordingabsolute safety under all circumstances against any accidents arisingfrom wrongly-set switch-points.

In the annexed drawings, illustrating the invention, Figure 1 shows inelevation one form of the arrangement of safety-check signal-indicatorson a' locomotive with. means operating said indicators, bothelectrically and mechanically,from devices located on the track andconnected with the switch-points. Fig. 2 is a plan of a portion of therail-track with devices adjacent thereto for operating thesignal-indicators on the locomotive. Fig. 3 is an enlarged view of adouble set of signal-indicators, one set to be operated mechanically andthe other electrically. Figs. 4 and 5 are views at right angles to eachother illustrating an overhead arrangement of the mechanism foroperating the signal-indicators both electrically and mechanically. Fig.6 shows in elevation and plan an arrangement for recording theindicators of the signals.

In asuitablc part of the locomotive, well in sight of the engine-driver,there are located as many numbered flaps or hinged indicators A as thereare switch-rails or switch-points at any place to be passed and theposition of which must be made known to the engine- Serial No. 732,712.(NoinodcL) driver. In the drawings three of these indicators are shownin each set,corresponding with the number of switch-points shown. The numbers marked on these indicators A correspond exactly with theswitch-rails and switch-points B, which on being set will act uponwedgeshaped catches D, that may be fitted to the track at a suitabledistance in front of the switch-points B, Fig. 2, and connected with theswitch-points by means of draw-rods or wire-pulls 0, preferably to belaid underground. These catches D are mounted on spindles V, placed atright angles to the railtrack S, and are as a rule held fast in acertain position by means of springs F. The catch D belonging to raill'is coupled with the catch D belonging to rail or point 2, while thefurther catches D are each fitted on a separate spindle, so that theycan be shifted laterally on the latter and be heldin position by aspring. (See Fig. 2.)'

The locomotive in Fig. 1 is fitted underneath with bell-crank levers W,which can turn on a transversely-arranged axis or spindle Q, but cannotbe shifted laterally. These bell-crank levers W carry, each on itsdownwardly-projecting arm w, a gliding contactroller R, and each arm 10is formed with or carries an upward-bent fiat spring w. These springs wor levers W are adapted to be connected by an electric circuit withelectromagnets G and from these with one pole of the battery P. Theother pole of the battery is connected with knobs it or their supportsT, that are arranged adjacent to said levers. If now the lever-arm-w,with the roller R or the spring to, is moved in the direction indicatedby arrow I, (which movement will be caused by the roller R or the arm tocoming into contact with a properly-set catch D while the train is inmotion,) an electric circuit will be made and an electromagnet G will bethereby energized. 7

The armatures a; of the electromagnets G form the locking bolts orlatches of the indicator-flaps A, which as soon as the latches arewithdrawn Will spring up or outward under the action of theirspring-hinges t. These latches or armatures 00, which are constantlyheld in a locked position by springs a, may alsobe released bymechanical means through being connected by draw-rods or wire-pullsZwvith the horizontal arms w of the bellrails, there may be providedin'such cases the. arrangement illustrated in Figs; 1 f and 5,]

'isndicatovflaps A signal-signs or any 'marks or indications may beused.

As the catch arrangements Don the track tors Aare provided for themechanical and the electrical operating devices, respectively. (See Fig.3.) It now the arms to of the levers W, projecting downward under theengine,

strike during the run of the train against properly-set catches D, thecorresponding indicator-flaps A (in the example shown in Figs.

1 and 2 the indicator 1) will spring up, thus" informing the enginedriver exactly what switch-points are set and whether they are setcorrectly. I If. a Wrongindicator-flap A springs up, indicating a falseposition of the switch-points, the engine-driver will have sufficien-tvtime to stop the train, as this will take place about one thousandmeters ahead of the junction. I

A duplicate arrangement of signal-indicathu-s insuring a fourfold check.

In order to provide for operating the signah-indicators A in the samemanner as alreadydescribed, in case the engine runs backward, the leversW are provided with arms w, projecting backward (an-dwhich may be fittedwith, spring arrangement): and which, like the arms 10 are connected byrod or wire pulls Zwiththe armatnres or latches-w, and, like the arms:w, serveat the same time'as electric contacts, Fig. l. v p Itwill: beobvious that'the described signalling mechanism, electrical andmechanical,

can be arranged for any number ofswitch points. a

5 Of. course. in'place of the numbers onzthe other might be blocked byice or frost and as sometimes t by-reason'" of structural 01'; 7 otherob stacles and difficulties i-tmight be impossible to; fit them up onthe. track or between the wherein. the catches or contact-pieces D areplaced overhead, the corresponding contact levers on. the engine-beingarranged not underneath,but over the locom oti vethat' is,projectingupward-but of course care must be taken that these contact arrangementsdonot project; beyond the prescribed carriage-gage or. inside it toanexcessive degree, lest other parts ot the passing train. should bedamaged thereby. I

As willbe seen from Figs. 4: and 5, the lo-' comotivc-contactsmay befitted to a frame 'H,

supported on the locomotive, whilethe track contacts or catches D aresuspended above firom; a suitable pillar-bracket Ofi course thecontactarrangements may alsobe fitted laterally, in which case ordinary postsor1pillarswi'll serve to carry the track contacts or catchesDf. o r ,U

Iiiorder to make a permanent record of every checkon the engine-driver,a mechanical arra'ngement or other contrivance m, acting on .a reel ofpaper i or the like, may be attached to an extension 15' of thehinge-pivot t of each indicator A, which arrangement will cause the reelof paperz' to turn to a certain extent each time when the indicators Aare released or the respective signal arrangements on the locomotive areset in action, a markof some kind being made on the piece of paper tapei unwound, and which will be automatically "rewound on aspring-reel 1''.Such mark might Z be made, forinstance, by a pin or pencilpoint abrought to bear against the paper by the indicators A when springing-up.Of course any other registering arrangementor recording appliance may beused for thispurpose. tors. may be provided to be operated by othertrack devices located farther along-say aboutfifty metersin frontiof thej1unction- What I claim as my invention is''- 1. In signaling apparatusfor railways, the

combination with a switch-point, and a catch i located at a distancefrom said switch-point 1 and movab1e'therewith,of signal mechanismcarried on a locomotive and comprising a movable indicator, anelectromagnet having itsarmatur'e arranged as a latchfor locking saidindicator, a bell-crank lever projecting 5 from 'thelocomotive andadapted to be engaged and rocked by the said catch that is ;movable withthe switch-point, an electrical connection between'said bell-crankleverand flthe electromagnet, a pull-rod mechanically connecting saidbell-crank lever with the; in- "ydicator-latch, an electri'ccon-tact'supported adjacent'to:said' bell-crank lever, and a bat tery having onepole connected with; said con- I-tact and its other poleconnectedwiththe f electromagnet, whereby'the indicator is released bothmechanically and" elcctricall substantially as described i 2. Insignaling-apparatusferrailways, the :combina-tion wi-th'a pl urali tyofswitch-points,

ygand a plurality of catches l'ocatedat a distance from said switchpointsand each mov able wi thits connected switch-point, of signal =1mechanismca'rried on a locomotiveand comprisinga plurality of movableindicatorscon responding with therespectiveswitch-points,g'electromagnetshavingtheir armatures ar- 2; ranged as latches forlocking the several in- }dicators, bell -crank levers projecting fromthe locomotive-in position tobe engagedand a switch-point,electricalconnectionsbetween the several bell-crank levers andelectromagnets, pull-rodsmechanically connecting the several bell cranklevers and indicatorlatches, electric contacts supported adjacent }tothe several bell-crank levers, and a bat-v tery having onepole'connected with said con- 'tactsand itsother' pole connected withthe I rocked by a properly-set catch connected with f electromagnets,substantially as and for the i purposedescribed. i a 3. In signalingapparatus for railways, the combination with a plurality ofswitch-points,

said bell-crank levers with the mechanicallyoperated indicator-latches,electric contacts supported adjacent to the several bell-crank levers,and a battery having one pole connected with said contacts and its otherpole connected with the electromagnets, substantially as and for thepurpose described. In testimony whereof I have hereunto set my hand inpresence of two subscribing witnesses.

I-IERMANN STADELMANN, J R.; \Vitnesses:

ARNOLD BARINGER, CARL ECKARODGOOD.

